Elegtkio locomotive



' (No Model.) 4 Sheets-Sheet 1,

J. C. HENRY. ELECTRIC LOCOMOTIVE.

No. 500,066. Patented June 20, 1893.

(No Model.) 4 SheetsSheet 2.

' J. G. HENRY.

ELECTRIC LOUOMOTIVE.

No, 500,066. Patented June 20, 1893.

UNITED. STATES PATENT OFFICE.

JOHN C. HENRY, OF NEIV YORK, N. Y.

ELECTRIC LOCOMOTIVE.

SPECIFICATION forming part of Letters Patent No. 500,066, dated June 20,1893.

Application filed October 1 890.

To all whom it may concern:

Be it known that 1, JOHN C. I-IENRY, a citizen of the United States,residing in the city, county, and State of New York, have inventedcertain new and useful Improvements in Electric Motors, of which thefollowing is a specification. I

My invention relates to an electric motor especially intended forelectric railway cars, and has in view the duplication of circuits sothat in the event of accidental crosses or grounds the defective portionmay be switched out; also provision of a motor adapted to a great rangeof duty, of simple construction with avoidance of multiplicity of parts,and conforming to fixed standards.

I will first describe the invention in connection with the accompanyingdrawings and then point out in the claims the novel features.

In said drawings: Figure l is a plan view of my improved duplex motor.Fig. 2 is a side elevation thereof. Fig. 3 is a diagram of the differentways of coupling the armature and field magnet coils of the doublemotor. Fig. 4 is an end view of a cylindrical switch for efiecting saidcouplings. Fig. 5 is a side view of the switch cylinder showing thecontact plates and the connections between them. The cylinder may besupposed to be composed of a transparent insulating material such asglass so that the contact plates will all show. Those on the side of thecylinder toward the observer are shown with dark cross hatching andthose on the opposite side with light lines. Figs. 6 to 11 inclusiveshow diagrammatically the several positions of the cylinder and thecircuit conn ections thereby made.

In the electric railway of today the ordinary practice is to use thirtyinch car wheels and two motors, the armatures of which have normally aspeed of twelve hundred revolutions per minute. Such armatures require ashaft about two and one-half inches in diameter. Now, it isimpracticable to put a gear of more than twenty four inches on the caraxles, or one of less than four inches on the motor shaft. As this wouldgive a speed reduction of but six times, resort has been had tomultiplicity of reducing gear between the motor 'shaft and car axles, inorder that the speed of the car shall be brought within the usual legallimit, about eight miles per hour.

Serial No. 368,595. (No model.

I reduce the number of wearingparts and so lessen noise and cost ofconstruction and repair by cutting pinion teeth directly on the motorshaft, preferably at both ends so that either end can be used byreversing the position of the armature. In this construction, with amotor shaft of say two and one-half inches in diameter, the pitch lineof the pinion will be but two inches and as its teeth mesh directly witha twenty-four inch spur gear on the car axle,l obtain a speed reductionof twelve to one-the reduction which experience has shown to be thebest.

I make each field magnet bar or core Z with its pole piece m of onepiece of iron. Ayoke a is dovetailed into each at the neutral point, asshown at a and projects sufficiently to afford means of supporting oneend of the mot-or from the car by suspending devices a. A cross beam bpreferably of anti-magnetic material such as brass, is also dovetailedinto said cores at b and firmly locked thereto by bolts d alsopreferably of brass. By means of yokes a and cross-beam Z) one end ofthe motor is hung from side bars 6 which are at one end bolted to yoke aand at the other hung on the driving axle 0, by means of straps p,brasses q and gibs and keys f, so that the wear may be taken up. Thisarrangement permits of a close adjustment of the relation between thespur gear on the car axle and the pinion on the motor shaft, anessential point where noise is objectionable and high speed machineryisbeing dealt with. The side bars c supply bearings for the motorarmature shaft 9', which has formed on it at each end thepinion sgearing with large spur 25 on the driving axle, as already described.

The field magnet coils a and the armature o are wound with two strandsor two sepa rate coils, the separate armature strands or coils being ledto separate commutators w preferably at opposite ends of the armature.The several terminals of the field and armature strands beingindependently led to a switch of the plan hereinafter described, I havein a single motor practically two field magnets and two armatures, witha capacity for the regulation of resistance therein which enables thecurrent supply, and the torque and speed of the armature shaft to becontrolled without waste of the energy by diminishing the force of thecurrent in passing it through idle resistance. The counter-electromotiveforce and consequently the current supply may be changed withoutaltering the speed of the armature.

The form of switch which I have devised for effecting the couplings ofthe motor circuits will now be described.

It is desired that the switch be capable of effecting the followingcombinations which are indicated in diagrammatic view, Fig. 3.

tions indicated are successively thrown in. The connections are numberedon the diagram from 1 to 6. The dynamo is shown in diagram at z, theoutgoing and return wires at at, y, the armature coils at v and thefield coils at u. The armature and field coils forming one completemotor circuit are shown throughout at the upper side of the diagram andare indicated as motor coils No.1, and those forming the other motorcircuit are shown at the lower side of the diagram and marked motorcoils No. 2. When the switch is turned to the first position, theconnections indicated at l in this figure are made and the motorcircuits are in parallel. This connection is shown in full in Fig. 6. Inthis position both the motors are connected into the circuit so arrangedas to do the greatest amount of work. The body g of the switch iscylindrical and made of insulating material having six series of contactplates (indicated at 1, 2, 3, l, 5 and 6,

Figs. 4 and 5) on its periphery. Each series is made up of three plates.Two seriesof brushes :0, 'y', make simultaneous contact withdiametrically opposite contact plates;

These brushes are arranged on each side of the cylinder and travel inalternate grooves A, B, C, D, E, F of said cylinder. These brushes formterminals of the motor and dynamo circuits. In Fig. 6, the connection isfrom dynamo .2 through conductor a: to the armature terminal 7 of motorcoils No. 1. Here the current divides, one part going through motorcoils No. 1 to the contact brush 0c traveling in groove 0, thence by theburied connection 8 to contact brush 3 in groove F and so by the wirereturn 3 to the dynamo, while the other part passes to contact brush 0;running in groove A, thence by the buried I wire connection 9 to thecontact brush y runcuits being shown for these two positionsrespectively in Figs. 7 and S.

In Fig. 7, as shown, the contact brushes 00' contact with any contactplates. Motor coils No.2 are therefore out of circuit and the circuitruns from dynamo 2 through the wire to armature terminal 7, thencethrough motor coils No. 1 to contact in groove 0 by the buried wireconnection 10 to the brush y running in groove F and thence by thereturn wire y to the dynamo. The connections of Fig. 8 are similar,butin this position of the switch cylinder the other motor coils are incircuit and By turning the swltch the several connec the motor coils No.l are out of circuit. A further turn of the switch makes the connectionsindicated at 4 in Fig. 3 and shown in full in diagram in Fig. 9 with thetwo motor circuits in series. The next turn of the cylinder makes theconnections shown at 5 in Fig. 3 and indicated in full in the diagramFig. 10 with one armature coil cut out and the other armature coil inseries with the two field magnets in parallel. The last turn of thecylinder will make the connections indicated at 6 in Fig. 8 and shown infull in the diagram, Fig. 11 wherein one field windingis cut out and thetwo armatures in parallel are connected in series with the remainingfield. These connections can, with the above explanation, be readilyfollowed without further description.

WVhile at the position No. 1, Fig. 3, the c011- nection is such that themotor is doing the most work, in the intermediate position 4, it isworking with the greatest torque and absorbing the least amount ofcurrent, while in the final position 6, it is absorbing the greatestamount of current and running at the highest speed.

In Fig. 5, the cylinder is shown in the same position as in Fig. 9 butwhereas in Figs. 6 to 11, I have omitted all the intermediate wiresconnecting the contact plates except those necessary for the couplingbeing made in the position of switch shown in the respective figures, Ihave in Fig. 5 shown all of the connections between the contact plates.

Having thus described my invention, the following is what I claim as newtherein and desire to secure by Letters Patent:

1. In combination with two complete motor circuits, a switch havingstationary contacts to which are attached the independent terminals ofthe armature and field coils, and connections movable with said switchand so arranged within such switch that each of the motor circuits canbe placed in parallel or in series with the other or that one of themmay be dropped from or added to the circuit.

2. A motor having two complete field and armature windings incombination with a switch so constructed as to cause one armaturewinding to revolve undertheinfluence of current in both field windingsor to couple the complete motor windings in series or in parallel.

3. A motor having two complete field and armature windings incombination with a single switch capable of placing both of the armaturecoils under the influence of current in a single field winding or ofconnecting said complete windings in series or in parallel.

4. In a motor, the integrally formed field core and pole pieces, incombination with cross-bars dove-tailed into the same, substantially asset forth.

5. The combination of the integrally formed field cores and pole-piecesand the supporting block dove-tailed to the same at the neutral point,substantially as set forth.

6. The combination in a motor of the pole pieces Z, the cross-bar oryoke a at the neutral point having suitable suspending devices, sidebars e, e hung on said yoke at one end and adapted to be hung on a caraxle at the other, cross beam 1) for supporting the motor from said sidebars, and an armature journaled in said side bars, substantially as setforth.

7. The combination of the motor, its supporting side bars, havingbearing for the armature shaft and the cross-beam of non-magneticmaterial separating and supporting the magnet limbs from the side bars.

8. In an electric railway the combination of a motor or motors mountedon a car having the field magnets and armatures wound with separateparallel wires, suitable terminal conneotions, and a single switchcapable of connecting said conductors in series or in parallel or forconnecting or disconnecting any of them to or from the circuit.

JOHN C. HENRY.

iVitnesses:

J. M. AKERS, F. W. GAsKILL.

